System and method for boosting torque output of a drive train

ABSTRACT

A method and system for boosting a torque output of a drive train comprises a torque sensor for detecting an engine torque of an engine having a baseline torque versus engine speed curve. A data processor determines if the detected engine torque is within a first torque range, if the detected engine torque is within the first range, the electric motor is activated to rotate substantially synchronously with a corresponding engine speed associated with the detected engine torque in accordance with a supplemental torque versus engine speed curve. The supplemental torque versus engine speed curve intercepts the baseline torque versus engine speed curve at a first lower speed point and a first higher speed point.

This document (including the drawings) claims priority based on U.S.provisional Ser. No. 60/843,353, filed Sep. 8, 2006, and entitled SYSTEMAND METHOD FOR BOOSTING TORQUE OUTPUT OF A DRIVE TRAIN, under 35 U.S.C.118(e).

FIELD OF THE INVENTION

This invention relates to a system and method for boosting torque outputof a drive train, such as an internal combustion engine,

BACKGROUND OF THE INVENTION

In some industrial, construction, earth-moving, mining, agricultural,and other applications of drive trains, the engine load on an internalcombustion engine may fluctuate. For example, the engine load on aninternal combustion engine in a combine may increase as the vegetationdensity or yield increases in certain zones in a field. Although torquecan be increased by turbo-charging or super-charging a naturallyaspirated, internal combustion engine, there is typically a material lagassociated with the torque increase. The material lag tends to maketurbo-charging or super-charging ineffective in dealing with sudden orunexpected increases in engine load. Accordingly, there is a need toprovide rapid or responsive boosting of torque of a drive train.

SUMMARY OF THE INVENTION

A method and system for boosting a torque output of a drive traincomprises a torque sensor for detecting an engine torque of an enginehaving a baseline torque versus engine speed curve. A data processordetermines if the detected engine torque is within a first torque range,if the detected engine torque is within the first range, the electricmotor is activated to rotate substantially synchronously with acorresponding engine speed associated with the detected engine torque inaccordance with a supplemental torque versus engine speed curve. Thesupplemental torque versus engine speed curve intercepts the baselinetorque versus engine speed curve at a first lower speed point and afirst higher speed point.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a block diagram of one embodiment of system for boostingtorque output of a drive train.

FIG. 2 is a block diagram of another embodiment of a system for boostingtorque output of a drive train.

FIG. 3 is a flow chart of a first embodiment of a method for boostingtorque output of a drive train.

FIG. 4 is a flow chart of a second embodiment of a method for boostingtorque output of a drive train.

FIG. 5 is a flow chart of a third embodiment of a method for boostingtorque output of a drive train.

FIG. 6 is a flow chart of a: fourth embodiment of a method for boostingtorque output of a drive train.

FIG. 7 is a flow chart of a fifth embodiment of a method for boostingtorque output of a drive train.

FIG. 8 is a flow chart of a sixth embodiment of a method for boostingtorque output of a drive train.

FIG. 9 is a diagram of a baseline torque curve and a supplemental torquecurve.

FIG. 10 is a diagram of a baseline torque curve and group ofsupplemental torque curves.

DESCRIPTION OF PREFERRED EMBODIMENTS

In accordance with one embodiment, FIG. 1 illustrates a system 11 forboosting torque output of a drive train. The system 11 comprises aninternal combustion engine 10 mechanically coupled to an electricmotor/generator 24. In turn, the output (e.g., output shaft) of theelectric motor/generator 24 provides rotational energy for propellingthe vehicle, operating implements, or both. The electric motor/generator24 is coupled electrically, directly or indirectly, to the energystorage device 28, the motor controller 28, or both. The motorcontroller 28 is coupled to the energy storage device 28.

An engine speed sensor 12 (e.g., revolution per minute (RPM) sensor) isassociated with the internal combustion engine 10. The output of theengine speed sensor 12 is provided directly or indirectly to the dataprocessor 14. If the engine speed sensor 12 provides an analog outputsignal, an analog-to-digital (A/D) converter may be interposed betweenthe engine speed sensor 12 and the data processor 14,

The data processor 14 communicates with one or more of the followingdevices: a data storage device 16, the engine speed sensor 12, the motorcontroller 28, and the status detector 32. The lines interconnecting theforegoing devices with the data processor 14 may represent one or morelogical data paths, physical data paths, or both. For example, theinterconnections may be realized as a databus. The data storage device18 facilitates storage and retrieval of data, such as base, torque curvedata 18, supplemental torque curve data 20, and engine speed data 22, inone embodiment, the data processor 14 comprises an evaluator 15 fordetermining if the engine is operating with a defined speed range (e.g.,a first speed range), a defined torque range, or both, among otherthings.

The internal combustion engine 10 may comprise any engine, regardless ofwhether it is naturally aspirated, turbo-charged, or supercharged. Theengine speed sensor 12 may be associated with an output shaft (e.g.,crankshaft) of the engine 10 for detecting a rotational velocity orspeed in revolutions per unit time (e.g., revolutions per minute). Forexample, the engine speed sensor 12 may comprise an electromagneticsensor (e.g., magnetostrictive transducer, magnetoresistive sensor, orHall Effect sensor) to detect a magnetic field of a magnet or othermagnetic structure associated with or rotating with the output shaft.

The electric motor/generator 24 may operate in at least two modes: anelectric propulsion mode and a power generation mode, in the electricpropulsion mode, the electric motor/generator 24 acts as a motor. Forexample, in the electric propulsion mode the electric motor/generator 24may drive or rotate the output shaft of the engine 10. The electricpropulsion mode may comprise any mode in which the vehicle is propelledby the electric motor/generator 24, or another electric motor, eitheralone or together with the engine 10. Where both an electric motor andthe engine 10 are active and propel the vehicle, the electric propulsionmode may be referred to as an electrically assisted mode. Accordingly,in the electric propulsion mode or the electrically assisted mode, themoving internal components of the engine 10 may present a load (e.g., adynamic load) to the electric motor/generator 24. The motor torque ofthe electric motor (e.g., electric motor/generator 24) may meet orexceed the engine torque of the engine 10 in the electrically assistedmode.

In the power generation mode, the electric motor/generator 24 acts as agenerator. For example, in the power generation mode the engine 10 maydrive the electric motor/generator 24. In the power generation mode, thevehicle may not be propelled by the electric/motor generator 24, butcould be propelled by another electric motor other than the electricmotor/generator 24, the engine 10, or both.

In one embodiment, the electric motor/generator 24 may be associatedwith or integrated into the flywheel assembly of the internal combustionengine 10. For example, the rotor of the electric motor/generator 24 maybe coupled to the output shaft of the engine 10 for rotation therewith,whereas the stator is axially or radially separated from the rotor.Because the rotor rotates at substantially the same speed as theoutput-shaft of the engine 10, the transition between the enginepropulsion mode and electrically assisted mode does not necessarilyrequire any clutch assembly or transmission to couple the output shaftof the engine 10 and the output shaft of the electric motor/generator24. However, such a clutch assembly may be used where the electricmotor/generator 24 is not integrated into the flywheel assembly or tofacilitate matching the engine torque of the output shaft of the engine10 to the motor torque of the output shaft of the electricmotor/generator 24.

In one configuration, the electric motor/generator 24 may comprise adirect current (DC) motor and a direct current (DC) generator.

In an alternative embodiment, the electric motor/generator 24 maycomprise an alternating current (AC) motor/alternator that consumes andgenerates alternating current, if the electric motor/generator 24 orgenerator produces alternating current, a rectifier (e.g., full wavebridge rectifier or diode circuit) may be positioned between theelectric motor/generator 24 and the energy storage device 26.

The motor controller 28 (e.g., inverter or variable voltage source) iscapable of providing a motor control signal to the electricmotor/generator 24. The motor control signal may be used to control anyof the following: motor rotational speed, motor torque, motor rotationaldirection, motor active or inactive status, and motor duty cycle. If theelectric motor/generator 24 is an alternating current configuration, themotor controller 28 may comprise an inverter that converts directcurrent electric energy from the energy storage device 26 intoalternating current. The inverter may comprise a chopper circuit, aswitching circuit, or a variable frequency oscillator for controllingthe frequency, phase, or pulse duration of the motor control signal toregulate or adjust an electric motor speed of the electricmotor/generator 24. However, if the electric motor/generator 24 is adirect current configuration, the motor controller 28 may comprise avariable voltage source. The variable voltage source controls thevoltage level or current level of the control signal to regulate oradjust an electric motor speed of the electric motor/generator 24.

The energy storage device 26 may comprise a battery, an ultra-capacitor,a network of capacitors, a combination of the foregoing devices, oranother storage device. The energy storage device 26 receives and storeselectrical energy generated by the electric motor/generator 24 in apower generation mode. The energy storage device 26 supplies storedelectrical energy to the motor controller 28, the electricmotor/generator 24, or both in an electric propulsion mode or anelectrically assisted mode.

The data processor 14 may comprise a microcontroller, a microprocessor,a digital signal processor, a programmable logic array, a logic device,or another device for processing data (e.g., sensor data provided by theengine speed sensor 12, the status detector 32, or the torque sensor30). The data processor 14 may be associated with data storage andretrieval software or instructions for retrieving or accessing referencedata stored in the data storage device 16. In one embodiment, the dataprocessor 14 comprises an evaluator 15 for evaluating or comparingengine speed data, engine torque data, energy storage status data (e.g.,state-of-charge data), or other sensor data to reference data stored inthe data storage device 16. The reference data may comprise baselinetorque curve data 18, supplemental torque curve data 20, and enginespeed data 22, for example,

The status detector 32 comprises a system for monitoring the energystorage status or state of charge (SOC) of the energy storage device 28(e.g., battery). The status detector 32 may comprise one or more of thefollowing components: a data processing device (e.g., microcontroller)or logic device, an ammeter or current meter, a volt meter, athermometer, and a clock. The SOC represents the remaining capacity of abattery or electrical storage device in a charge/discharge cycle. TheSOC may be expressed as the ratio of the remaining capacity to the fullcharge capacity of a cycle-aged battery. In one embodiment, the SOC ofthe electrical storage device may be estimated by measuring currentdrain and voltage levels at regular time intervals, in anotherembodiment, the SOC may be based on a battery model that takes intoaccount one or more of the following: charging voltage, charging time,charging temperature, discharge rate, discharge temperature, chargerecovery, cycle aging, electrochemical composition factors, and anelectrical equivalent circuit. The state-of-charge data may betime-stamped or associated with a temporal indicator,

The system 111 of FIG. 2 is similar to the system 11 of FIG. 1, exceptthe system 11 of FIG. 2 further includes a torque sensor 30 thatcommunicates with the data processor 14. The torque sensor 30 measures atorque associated with an output shaft of the internal combustion engine10. The torque sensor 30 comprises a torque transducer, a strain gauge,a piezoelectric sensor, a piezoresistive sensor, or another transduceror device for converting mechanical force (e.g., torsion) intoelectrical energy, mechanical force into electrical resistance, ormechanical force into another electrical property that varies with theapplied mechanical force. In one configuration, the torque sensor 30 maycomprise an in-line rotary torque transducer that senses torque within adesired range for the internal combustion engine 10. For example, for acombine the transducer may be capable of sensing torque fromapproximately 1,000 Newton meters to approximately 3000 Newton meters,although the actual range will depend upon the particular applicationand the torque output of the internal combustion engine 10.

The torque sensor output may represent a sensed torque reading versustime, which is continuously or periodically sent from the torque sensor30 to the data processor 14 for processing. If the torque sensor 30provides an analog output, an analog-to-digital (A/D) converter may beinterposed between the torque sensor 30 and the data processor 14. Theanalog-to-digital (A/D) converter converts the analog signal (of thetorque sensor output) to a digital signal suitable for processing by thedata processor 14.

FIG. 3 Illustrates a method for boosting the torque of an engine 10 inaccordance with the invention, The method of FIG. 3 begins in step S100.

In step S100, an engine speed sensor 12 detects an engine speed (e.g.,revolutions per unit time or revolutions per minute (RPM)) of an outputshaft (e.g., crankshaft) of an engine 10 having a baseline torque versusengine speed curve. For example, the baseline torque versus engine speedcurve may represent that of a naturally aspirated engine, a turbochargedengine, a supercharged engine, or another engine that operates withoutany assistance of an electric motor (e.g., the electric motor/generator24 is inactive).

In step S102, the data processor 14 determines whether the detected

engine speed is within a first speed range, if the detected engine speedis within the first speed range, the method continues with step S106.However, if the detected engine speed is not within the first speedrange, the method continues with step S104.

In step S104, the data processor 14 or motor controller 28 indicateswhether the electric motor/generator 24 is operating in the electricpropulsion mode (e.g., electrically assisted mode). If the electricmotor/generator 24 is operating in the electric propulsion mode, themethod continues with step S112. The electric propulsion mode maycomprise any mode in which the vehicle is propelled by an electric motor(e.g., electric motor/generator 24), alone or together with the engine10. However, if the electric motor is not operating in the electricpropulsion mode, the method continues with step S108.

In step S106, the data processor 14, the motor controller 28, or bothactivate an electric motor/generator 24 to rotate substantiallysynchronously with the detected engine speed within the first speedrange in an electric propulsion mode (e.g., an electrically assistedmode) in accordance with a supplemental torque versus engine speed curve(e.g., a first supplemental torque versus engine speed curve 702 of FIG.9).

The supplemental torque versus engine speed curve is produced when theelectric motor/generator 24 assists the engine by providing a motorspeed that substantially matches the engine speed and a motor torquethat meets or exceeds the engine torque.

The supplemental torque versus engine speed curve may be carried out inaccordance with various techniques that may be applied alternatively orcumulatively. Under a first technique, the supplemental torque versusengine speed curve may be generally parabolic and has an enhanced peaktorque between a lower engine speed point (e.g., lower speed point) anda higher engine speed point (e.g., higher speed point) that interceptthe baseline torque versus engine speed curve. The supplemental torqueversus engine speed curve intercepts the baseline torque versus enginespeed curve at a lower engine speed point and a higher engine speedpoint. The motor controller 28 makes a generally smooth transitionbetween the baseline torque curve and the supplemental torque curve atthe lower engine speed point, the upper engine speed point, or both.

Under a second technique, the motor controller 28, the data processor14, or both may prohibit transitions between the baseline torque curveand the supplemental torque curve other than at the lower engine speedpoint and the higher engine speed point to prevent material mismatchesin torque and/or speed between the electric motor/generator 24 and theengine 10.

Under a third technique, the supplemental torque versus engine speedcurve may exceed the baseline torque at any engine speed between a lowerengine speed point and an upper engine speed point.

Under a fourth technique, the supplement torque versus engine speedcurve may comprise multiple supplemental torque versus engine speedcurves that are positioned in an overlapping series or non-overlappingseries along the baseline torque curve. Each of the supplemental torqueversus engine speed curves may intercept the baseline torque curve at adistinct lower engine speed point and an upper engine speed point. Thelower and higher speed points may be separated by regular intervalsalong the baseline torque curve, for instance.

In step S108, a status detector 32 (e.g., state-of-charge defector)detects an energy storage status (e.g., state-of-charge (SOC)) of theenergy storage device 28. For example, when the status detector 32 maydetermine if the energy storage device 26 is fully charged, discharged,or in an intermediate state of charge. The intermediate state of chargemay require recharging if it fails below a certain threshold ratio orpercentage of a full charge.

In step S110, the data processor 14 of the status detector 32 determineswhether or not an energy storage device 26 (e.g., battery) requiresrecharging based on the detected energy storage status (e.g., SOC). Forexample, the energy storage device 26 may require recharging if it fallsbelow a certain threshold ratio or percentage of a full charge, if theenergy storage device 28 requires recharging, the method continues withstep S112. However, if the energy storage device 26 does not requirerecharging, the method returns to step S100.

In step S112, the motor controller 28 or the data processor 14deactivates the electric motor of the electric motor/generator 24,places the electric motor of the electric motor/generator 24 in a powergeneration mode for a time period, or both, in other words, the motorcontroller 28 or the data processor 14 (a) deactivates electricpropulsion mode or the electrically assisted mode, or (b) places thegenerator of the electric/motor generator 24 into a power generationmode. The electric motor/generator 24 may be deactivated to preventfurther discharging of the energy storage device 26, for example. In thepower generation mode, the generator of the electric motor/generator 24is active and converts mechanical rotational energy into electricalenergy. In general, the electric motor/generator 24 may not generateelectrical energy at the same time it functions as an electric motor.

The method of FIG. 4 is similar to the method of FIG. 3, except themethod of FIG. 4 focuses on torque detection, as opposed to speeddetection. Further, the method of FIG. 4 replaces step S100, step S102,and step S106, with step S200, S202, and S206, respectively. Likereference numbers in FIG. 3 and FIG. 4 indicate like steps orprocedures.

In step S200, a torque sensor 30 detects an engine torque of an engine10 having a baseline torque versus engine speed curve. In oneembodiment, the torque sensor 30 measures engine torque when theelectric motor/generator 24 or evaluator 15 is not active as an electricmotor. Accordingly, the data processor 14 or motor controller 28 maydeactivate (e.g., switch off) the electric motor of the electricmotor/generator 24 in preparation for torque sensor measurements of thetorque sensor 30 to ensure accurate measurement of engine torque for theinternal combustion propulsion mode.

In another embodiment, the torque sensor 30 measures engine torque whenthe electric motor/generator 24 or evaluator 15 is active as an electricmotor in the electrically assisted propulsion mode to eliminate anydisruption of the torque boost attendant with the electrically assistedpropulsion mode. Accordingly, rather than deactivate the electric motorof the electric motor/generator 24, the torque sensor 30 or the dataprocessor 14 subtracts the torque gain from the electric motor/generator24 at the applicable operating point (e.g., speed point andcorresponding torque point associated with a torque curve). For example,the data processor 14 may subtract the torque difference between thesupplemental torque curve data and the baseline torque curve data at theapplicable operating point to determine the engine torque of the engine10.

In step S202, the data processor 14 determines whether the detectedengine torque is within a first torque range, if the detected enginetorque is within a first torque range, the method continues with stepS206. However, if the detected engine torque is not within the firstrange, the method continues with step S104.

In step S104, the data processor 14 or motor controller 28 indicateswhether the electric motor/generator 24 is operating in the electricpropulsion mode, if the electric motor/generator 24 is operating in theelectric propulsion mode, the method continues with step S112. However,if the electric motor/generator 24 is not operating in the electricpropulsion mode, the method continues with step S108.

In step S206, a data processor 14 or motor controller 28 activates theelectric motor/generator 24 to rotate substantially synchronously with acorresponding engine speed associated with the detected engine torquewithin the first torque range in an electric propulsion mode inaccordance with a supplemental torque versus engine speed curve (e.g., afirst supplemental torque versus engine speed curve 702 of FIG. 9).

In step S108, a status defector 32 (e.g.. state-of-charge detector)detects a status (e.g., state-of-charge (SOC)) of the energy storagedevice 26. For example, when the status detector 32 may determine if theenergy storage device 26 is fully charged, discharged, or in anintermediate state of charge. The intermediate state of charge mayrequire recharging if it falls below a certain threshold ratio orpercentage of a full charge.

In step S110, the data processor 14 of the status detector 32 determineswhether or not an energy storage device 26 (e.g., battery) requiresrecharging. For example, the energy storage device 26 may requirerecharging if it fails below a certain threshold ratio or percentage ofa full charge. If the energy storage device 26 requires recharging, themethod continues with step S112. However, if the energy storage device26 does not require recharging, the method returns to step S100.

In step S112, the motor controller 28 or the data processor 14deactivates the electric motor of the electric motor/generator 24,places the electric motor of the electric motor/generator 24 in a powergeneration mode for a time period, or both. In other words, the motorcontroller 28 or the data processor 14 (a) deactivates electricpropulsion mode or the electrically assisted mode, or (b) places thegenerator of the electric/motor generator 24 into a power generationmode. The electric motor/generator 24 may be deactivated to preventfurther discharging of the energy storage device 28, for example. In thepower generation mode, the generator of the electric motor/generator 24is active and converts mechanical rotational energy into electricalenergy. In general, the electric motor/generator 24 may not generateelectrical energy at the same time it functions as an electric motor.

The method of FIG. 5 is similar to the method of FIG. 3, except themethod of FIG. 5 replaces step S100 and S102, with step S300 and S302.Like reference numbers in FIG. 3 and FIG. 5 indicate like steps orprocedures.

In step S300, an engine speed sensor 12 detects an engine speed (e.g.,revolutions per unit time or RPM) and torque sensor 30 detects an enginetorque of an engine 10 having a baseline torque versus engine speedcurve. For example, the engine speed and the torque may be detectedsubstantially simultaneously and associated with one or more points orregions of the baseline torque versus engine speed curve.

In one embodiment, the torque sensor 30 detects the engine torque whenthe vehicle is not operating in an electrically assisted propulsion modeor when the electric motor is in an inactive state. Otherwise, thetorque sensor 30 might be affected by torque contributions of theelectric motor to the aggregate torque output of certain hybridconfigurations.

In another embodiment, the torque sensor 30 detects the engine torquewhen the vehicle is operating in an electrically assisted propulsionmode, and the data processor 14 or torque sensor 30 compensates for theadded torque associated with any applicable supplemental torque versusengine speed curve at the relevant operating point.

In step S302, the data processor 14 or motor controller 28 determines ifthe detected engine speed of the engine 10 is within a first speed rangeand if the detected engine torque (e.g., torque contribution toaggregate torque of the engine 10 plus the electric motor/generator 24)of the engine 10 is within a first torque range. If the defected enginespeed is within a first speed range and if the detected engine torque iswithin a first torque range, the method continues with step S106.However, if the detected engine speed is not within a first range or ifthe detected engine torque is not within a first torque range, themethod continues with step S104.

In step S104, the data processor 14 or motor controller 28 indicateswhether the electric motor (of the electric/motor generator 24) isoperating in the electric propulsion mode (e.g., electrically assistedpropulsion mode). If the electric motor (of the electric/motor generator24) is operating in the electric propulsion mode, the method continueswith step S112. However, if the electric motor (of the electric/motorgenerator 24) is not operating in the electric propulsion mode (e.g.,electrically assisted propulsion mode), the method continues with stepS108.

In step S106, the data processor 14, the motor controller 28, or bothactivate an electric motor (of the electric motor/generator 24) torotate substantially synchronously with the detected engine speed withinthe speed range in an electric propulsion mode in accordance with asupplemental torque versus engine speed curve.

In step S108, a status detector 32 (e.g., state-of-charge detector)detects a status (e.g., state-of-charge (SOC)) of the energy storagedevice 26. For example, when the status detector 32 may determine if theenergy storage device 25 is fully charged, discharged, or in anintermediate state of charge. The intermediate state of charge mayrequire recharging if it falls below a certain threshold ratio orpercentage of a full charge.

In step S110, the data processor 14 of the status detector 32 determineswhether or not an energy storage device 28 (e.g., battery) requiresrecharging. For example, the energy storage device 26 may requirerecharging if it falls below a certain threshold ratio or percentage ofa full charge. If the energy storage device 26 requires recharging, themethod continues with step S112. However, if the energy storage device26 does not require recharging, the method returns to step S100.

In step S112, the motor controller 28 or the data processor 14deactivates the electric motor of the electric motor/generator 24,places the electric motor of the electric motor/generator 24 in a powergeneration mode for a time period, or both. In other words, the motorcontroller 28 or the data processor 14 (a) deactivates electricpropulsion mode or the electrically assisted mode, or (b) places thegenerator of the electric/motor generator 24 into a power generationmode. The electric motor/generator 24 may be deactivated to preventfurther discharging of the energy storage device 26, for example. In thepower generation mode, the generator of the electric motor/generator 24is active and converts mechanical rotational energy into electricalenergy. In general, the electric motor/generator 24 may not generateelectrical energy at the same time it functions as an electric motor.

The method of FIG. 6 is similar to the method of FIG. 5, except themethod of FIG. 6 further includes step S500 and step S502. Likereference numbers in FIG. 5 and FIG. 6 indicate like elements orprocedures.

Step S500 may follow step S302, if the detected engine speed is notwithin a first range or if the detected torque is not within a firstrange. In step S500, the data processor 14 or evaluator 15 determines ifthe detected engine speed is within a second speed range and if thedetected engine torque is within a second torque range. If the detectedengine speed is within the second speed range and if the detected enginetorque is within the second torque range, the method continues with stepS502. However, if the detected engine speed is not within the secondspeed range or if the detected engine torque is not within the secondtorque range, the method continues with step S104.

In step S502, the motor controller 28, the data processor 14 or bothactivates an electric motor (e.g., the electric motor/generator 24) torotate substantially synchronously with the detected engine speed withinthe second speed range in accordance with a second supplemental torqueversus engine speed curve.

The method of FIG. 7 is similar to the method of FIG. 3, except themethod of FIG. 7 considers multiple speed ranges, whereas the method ofFIG. 3 only considers a first speed range. Like reference numbers inFIG. 3 and FIG. 7 indicate like steps or procedures.

In step S100, an engine speed sensor 12 detects an engine speed (e.g.,revolutions per unit time) of an engine 10 having a baseline torqueversus engine speed curve (e.g., baseline torque curve).

In step S102, the data processor 14 determines whether the detectedengine speed of the engine 10 is within a first speed range. If thedetected engine speed is within the first speed range, the methodcontinues with step S604. However, if the detected engine speed is notwithin the first speed range, the method continues with step S600.

In step S604, the data processor 14, the motor controller 28, or bothactivate an electric motor of the electric motor/generator 24 to rotatesubstantially synchronously with the detected engine speed within thefirst speed range in an electric propulsion mode in accordance with afirst supplemental torque versus engine speed curve (e.g., firstsupplemental curve 803 of FIG. 10). In one embodiment, the dataprocessor 14 or the motor controller 28 only permits transitions betweenthe baseline torque curve and the first supplemental torque versusengine speed curve at two or more discrete operating points (torqueversus speed points.) For example, the data processor 14 or the motorcontroller 28 permits transitions between the baseline torque curve andthe first supplemental torque versus engine speed curve a first lowerspeed point and a first higher speed point. Accordingly, the transitionsmay be matched for speed alignment, torque alignment, or both betweenthe engine 10 and the electric motor/generator 24 to reduce thermal andmechanical stress.

In step S600, the data processor 14 determines if the detected enginespeed of the engine 10 is within a second speed range. If the defectedengine speed is within a second speed range, the method continues withstep S802. However, if the detected engine speed is not within thesecond speed range, the method continues with step S104.

In step S602, the data processor 14, the motor controller 28, or bothactivate an electric motor of the electric motor/generator 24 to rotatesubstantially synchronously with the detected engine speed within thesecond speed range in an electric propulsion mode in accordance with asecond supplemental torque versus engine speed curve (e.g., secondsupplemental curve 804 of FIG. 10). In one embodiment, the dataprocessor 14 or the motor controller 28 only permits transitions betweenthe baseline torque curve and the second supplemental torque versusengine speed curve at two or more discrete operating points (torqueversus speed points). For example, the data processor 14 or the motorcontroller 28 permits transitions between the baseline torque curve andthe second supplemental torque versus engine speed curve a second lowerspeed point and a second higher speed point, which are distinct from thefirst lower speed point and the first higher speed point. Accordingly,the transitions may be matched for speed alignment, torque alignment, orboth between the engine 10 and the electric motor/generator 24 to reducethermal and mechanical stress.

Step S104 may follow step S600, as indicate above. In step S104, thedata processor 14 or motor controller 28 indicates whether the electricmotor of the electric motor/generator 24 is operating in the electricpropulsion mode. If the electric motor is operating in the electricpropulsion mode, the method continues with step S112. However, if theelectric motor/generator 24 is not operating in the electric propulsionmode, the method continues with step S108.

Step S108 follows after step S604, and may follow after step S104 orS602, depending upon whether certain conditions are satisfied, aspreviously noted. For example, when the status detector 32 may determineif the energy storage device 26 is fully charged, discharged, or in anintermediate state of charge. In step S108, a status detector 32 (e.g.,state-of-charge detector) detects a status (e.g., state-of-charge (SOC))of the energy storage device 26.

In step S110, the data processor 14 of the status detector 32 determineswhether or not an energy storage device 26 (e.g., battery) requiresrecharging. For example, the energy storage device 26 may requirerecharging if it fails below a certain threshold ratio or percentage ofa full charge. If the energy storage device 26 requires recharging, themethod continues with step S112. However, if the energy storage device28 does not require recharging, the method returns to step S100.

In step S112, the motor controller 28 or the data processor 14deactivates the electric motor of the electric motor/generator 24,places the electric motor of the electric motor/generator 24 in a powergeneration mode for a time period, or both. In other words, the motorcontroller 28 or the data processor 14 (a) deactivates electricpropulsion mode or the electrically assisted mode, or (b) places thegenerator of the electric/motor generator 24 into a power generationmode. The electric motor/generator 24 may be deactivated to preventfurther discharging of the energy storage device 26, for example. In thepower generation mode, the generator of the electric motor/generator 24is active and converts mechanical rotational energy into electricalenergy. In general, the electric motor/generator 24 may not generateelectrical energy at the same time it functions as an electric motor.

Although the method of FIG. 7 uses a first supplemental torque versusengine speed curve and a second supplemental torque versus engine speedcurve. In an alternate embodiment any number of supplemental torqueversus engine speed curves may be used in practice to supplement thebaseline torque versus engine speed curve over a certain range.

The method of FIG. 8 is similar to that of FIG. 7, except torquemeasurements are used rather than speed measurements to control theboosting of torque. Like reference numbers in FIG. 8 and any otherdrawings indicate like elements.

In step S200, a torque sensor 30 detects an engine torque of an engine10 having a baseline torque versus engine speed curve (e.g., baselinetorque curve).

In step S202, the data processor 14 determines whether the detectedengine torque of the engine 10 is within a first torque range. If thedetected engine torque is within the first torque range, the methodcontinues with step S610. However, if the detected torque speed is notwithin the first torque range, the method continues with step S606.

In step S610, the data processor 14, the motor controller 28, or bothactivate an electric motor of the electric motor/generator 24 to rotatesubstantially synchronously with a corresponding engine speed associatedwith the detected engine torque within the first torque range in anelectric propulsion mode in accordance with a first supplemental torqueversus engine speed curve (e.g., first supplemental curve 803 of FIG.10). In one embodiment, the data processor 14 or the motor controller 28only permits transitions between the baseline torque curve and the firstsupplemental torque versus engine speed curve at two or more discreteoperating points (torque versus speed points.) For example, the dataprocessor 14 or the motor controller 28 permits transitions between thebaseline torque curve and the first supplemental torque versus enginespeed curve a first lower speed point and a first higher speed point.Accordingly, the transitions may be matched for speed alignment, torquealignment, or both between the engine 10 and the electricmotor/generator 24 to reduce thermal and mechanical stress.

In step S606, the data processor 14 determines if the detected enginetorque of the engine 10 is within a second torque range. If the defectedengine torque is within a second torque range, the method continues withstep S608. However, if the detected engine torque is not within thesecond torque range, the method continues with step S104,

In step S608, the data processor 14, the motor controller 28, or bothactivate an electric, motor of the electric motor/generator 24 to rotatesubstantially synchronously with a corresponding engine speed associatedwith the detected engine torque within the second torque range in anelectric propulsion mode in accordance with a second supplemental torqueversus engine speed curve (e.g., second supplemental curve 804 of FIG.10). In one embodiment, the data processor 14 or the motor controller 28only permits transitions between the baseline torque curve and thesecond supplemental torque versus engine speed curve at two or morediscrete operating points (torque versus speed points). For example, thedata processor 14 or the motor controller 28 permits transitions betweenthe baseline torque curve and the second supplemental torque versusengine speed curve a second lower speed point and a second higher speedpoint, which are distinct from the first lower speed point and the firsthigher speed point. Accordingly, the transitions may be matched forspeed alignment, torque alignment, or both between the engine 10 and theelectric motor/generator 24 to reduce thermal and mechanical stress.

Step S104 may follow step S606, as indicate above. In step S104, thedata processor 14 or motor controller 28 indicates whether the electricmotor of the electric motor/generator 24 is operating in the electricpropulsion mode. If the electric motor is operating in the electricpropulsion mode, the method continues with step S112. However, if theelectric motor/generator 24 is not operating in the electric propulsionmode, the method continues with step S108.

Step S108 follows after step S604, and may follow after step S104 orS602, depending upon whether certain conditions are satisfied, aspreviously noted. For example, when the status detector 32 may determineif the energy storage device 26 is fully charged, discharged, or in anintermediate state of charge, in step S108, a status detector 32 (e.g.,state-of-charge detector) detects a status (e.g., state-of-charge (SOC))of the energy storage device 28.

In step S110, the data processor 14 of the status detector 32 determineswhether or not an energy storage device 26 (e.g., battery) requiresrecharging. For example, the energy storage device 26 may requirerecharging if it fails below a certain threshold ratio or percentage ofa full charge. If the energy storage device 26 requires recharging, themethod continues with step S112. However, if the energy storage device26 does not require recharging, the method returns to step S100.

In step S112, the motor controller 28 or the data processor 14deactivates the electric motor of the electric motor/generator 24,places the electric motor of the electric motor/generator 24 in a powergeneration mode for a time period, or both. In other words, the motorcontroller 28 or the data processor 14 (a) deactivates electricpropulsion mode or the electrically assisted mode, or (b) places thegenerator of the electric/motor generator 24 into a power generationmode. The electric motor/generator 24 may be deactivated to preventfurther discharging of the energy storage device 26, for example, in thepower generation mode, the generator of the electric motor/generator 24is active and converts mechanical rotational energy into electricalenergy. In general, the electric motor/generator 24 may not generateelectrical energy at the same time it functions as an electric motor.

Although the method of FIG. 8 uses a first supplemental torque versusengine speed curve and a second supplemental torque versus engine speedcurve, in an alternate embodiment any number of supplemental torqueversus engine speed curves may be used in practice to supplement thebaseline torque versus engine speed curve over a certain range.

FIG. 9 is an illustrative graph of torque versus engine speed associatedwith any system (11 or 111) or method disclosed herein. The torqueversus engine speed curve comprises a baseline torque versus enginespeed curve (hereinafter “baseline curve”) 700 and a supplemental torqueversus engine speed curve 702 (hereinafter “supplemental curve”). Thebaseline curve 700 is shown as a solid line, whereas the supplementalcurve 702 is shown as a dashed line. The vertical axis 705 of FIG. 9represents torque (e.g., expressed in Newton-meters (NM)). Thehorizontal axis 706 represents engine speed (e.g., expressed inrevolutions per minute (RPM)).

The baseline curve 700 features an inflection point 701, which pertainsto a certain engine speed (e.g., 1900 RPM) and indicates a boundary of adeclining or decreased torque region 703. The declining or decreasedtorque region 703 pertains to the torque of the engine 10 without anyassistance or propulsion from the electric motor/generator 24. Theelectric motor/generator 24 enhances or increases the torque over thedecreased torque region 703 to the supplemental curve 702 via electricpropulsion or electrically assisted propulsion.

The supplemental curve 702 represents the aggregate or cumulative torqueof the engine 10 and the electric motor of the electric motor/generator24 assisting propulsion. The supplemental curve 702 intersects thebaseline curve 700 (or the decreased torque region 703 of the baselinecurve 700) at a lower speed point 704 (or lower speed point) and anhigher speed point 705 (or higher speed point). The transition betweenthe internal combustion propulsion mode and the electrically assistedinternal combustion mode may be made at the lower speed point 704 or thehigher speed point 705. For example, the data processor 14 may restricttransitions between the internal combustion propulsion mode and theelectrically assisted combustion mode to the lower speed point 704 andthe higher speed point 705 to facilitate matching of engine speed (ofthe engine 10) to motor speed (of the electric motor/generator 24) andalignment of engine torque (of the engine 10) to motor torque (of theelectric motor/generator 24). Thermal loss and stress in the electricmotor/generator 24 from the potential speed misalignment (between enginespeed and motor control speed) and/or potential torque misalignment(between engine torque and motor torque) are reduced by restrictingtransitions between the internal combustion propulsion mode and theelectrically assisted combustion mode to the lower speed point 704 andthe higher speed point 705, where the torque/speed operating pointparameters are generally known.

FIG. 10 is an illustrative graph of torque versus engine speedassociated with any system (11 or 111) or method disclosed herein. Thetorque versus engine speed curve is an illustrate graph of a baselinetorque versus engine speed curve (hereinafter “baseline curve”) 700 andsupplemental torque versus engine speed curves (803, 804) (hereinafter“supplemental curve”). The baseline curve 700 is shown as a solid line.A first supplemental curve 803 is illustrated by a dashed line. A secondsupplemental curve 804 is illustrated by a dotted line,

The vertical axis 705 of FIG. 10 represents torque (e.g., expressed inNewton-meters (NM)), whereas the horizontal axis 706 represents enginespeed (e.g., expressed in revolutions per minute (RPM)). The baselinecurve 700 is represented by the solid line and features an inflectionpoint 701, which pertains to a certain engine speed (e.g., 1900 RPM) andindicates a boundary of a declining or decreased torque region 703. Thedeclining or decreased torque region 703 pertains to the torque of theengine 10 without any assistance or propulsion from the electricmotor/generator 24. The electric motor/generator 24 enhances orincreases the torque over the decreased torque region 703 to the firstsupplemental curve 803, the second supplemental curve 804, or both viaelectric propulsion or electrically assisted propulsion.

Here, a first supplemental curve 803 enhances or increases the torqueover a portion of the decreased torque region 703 via electricpropulsion. The first supplemental curve 803 intersects the baselinecurve 700 (or the decreased torque region 703 of the baseline curve 700)at a lower speed point 704 and an higher speed point 705, The transitionbetween the internal combustion propulsion mode of the baseline curve700 and the electrically assisted internal combustion mode of the firstsupplemental curve 803 may be made at a first lower speed point 805 orthe first higher speed point 702, for example.

A second supplemental curve 804 enhances or increases the torque over aportion of the decreased torque region 703 via electric propulsion. Thesecond supplemental curve 804 intersects the baseline curve 700 (or thedecreased torque region 703 of the baseline curve 700) at a second lowerspeed point 807 and a second higher speed point 808. The transitionbetween the internal combustion propulsion mode of the baseline curve700 and the electrically assisted infernal combustion mode of the secondsupplemental curve 804 may be made at a second lower speed point 807 orthe second higher speed point 808, for example.

The data processor 14 may restrict transitions between the internalcombustion propulsion mode and the electrically assisted combustion modeto the first lower speed point 805, the first higher speed point 806,the second lower speed point 807 and the second higher speed point 808to facilitate matching of engine speed (of the engine 10) to motor speed(of the electric motor/generator 24) and alignment of engine torque (ofthe engine 10) to motor torque (of the electric motor/generator 24).Thermal loss and stress in the electric motor/generator 24 from thepotential speed misalignment (between engine speed and motor controlspeed) and/or potential torque misalignment (between engine torque andmotor torque) are reduced by restricting transitions between theinternal combustion propulsion mode and the electrically assistedcombustion mode to the first lower speed point 805, the first higherspeed point 806, tie second lower speed point 807 and the second higherspeed point 808, where the torque/speed operating point parameters aregenerally known.

Having described the preferred embodiment, it will become apparent thatvarious modifications can be made without departing from the scope ofthe invention as defined in the accompanying claims.

1. A method for boosting a torque output of a drive train, the methodcomprising: defecting an engine torque of an engine having a baselinetorque versus engine speed curve; determining if the detected enginetorque is within a first torque range of engine torques; and activatingan electric motor to rotate substantially synchronously with acorresponding engine speed associated with the detected torque withinthe first torque range in an electric propulsion mode in accordance witha supplemental torque versus engine speed curve if the detected enginetorque is within the first torque range, the supplemental torque versusengine speed curve intercepting the baseline torque versus engine speedcurve at a first lower speed point and a first higher speed point. 2.The method according to claim 1 further comprising: permitting atransition between the baseline torque versus engine speed curve and thesupplemental torque versus engine speed curve only at the first lowerspeed point and the first higher speed point.
 3. The method according toclaim 1 wherein the supplemental torque versus engine speed curve isgenerally parabolic and has an enhanced peak torque between the firstlower speed point and the first higher speed point.
 4. The methodaccording to claim 1 wherein the enhanced peak torque exceeds thebaseline torque at any engine speed.
 5. The method according to claim 1further comprising: determining if a state of charge of an energystorage device indicates that the energy storage device requiresrecharging; and deactivating the electric motor for a time period if thestage of charge indicates that the energy storage device requiresrecharging.
 6. The method according to claim 1 further comprising:determining if a state of charge of an energy storage device indicatesthat the energy storage device requires recharging; placing the electricmotor in a power generation mode for a time period, rather than theelectric propulsion mode.
 7. The method according to claim 1 furthercomprising: determining if the defected engine torque is within a secondtorque range of engine torques; and activating an electric motor torotate substantially synchronously with the engine speed within thesecond torque range in an electric propulsion mode in accordance with asecond supplemental torque versus engine speed curve, the secondsupplemental torque versus engine, speed curve intercepting the baselinetorque versus engine speed curve at a second lower speed point and asecond higher speed point, distinct from the first lower speed point andthe second higher speed point.
 8. The method according to claim 7further comprising: permitting a transition between the baseline torqueversus engine speed curve and the second supplemental torque versusengine speed curve only at the second lower speed point and the secondhigher speed point.
 9. The method according to claim 1 wherein thedetecting of the engine torque comprises defecting the engine torqueduring deactivating of the electric motor.
 10. The method according toclaim 1 wherein the detecting of the engine torque comprises detectingthe engine torque while the electric motor is in an active state anddeducting a torque contribution of the electric motor from an aggregatetorque based on the baseline torque versus engine speed curve and thesupplemental torque versus engine speed curve at an applicable operatingpoint.
 11. A system for boosting a torque output of a drive train, thesystem comprising: a torque sensor for defecting an engine torque of anengine having a baseline torque versus engine speed curve; a dataprocessor for determining if the detected engine torque is within afirst range of engine torques; and a motor controller for activating anelectric motor to rotate substantially synchronously with acorresponding engine speed associated with the detected engine torquewithin the first range in an electric propulsion mode in accordance witha supplemental torque versus engine speed curve, the supplemental torqueversus engine speed curve intercepting the baseline torque versus enginespeed cures at a lower speed point and a higher speed point.
 12. Thesystem according to claim 11 wherein the motor controller and the dataprocessor are arranged to permit a transition between the baselinetorque versus engine speed curve and the supplemental torque versusengine speed curve only at the first lower speed point and the firsthigher speed point.
 13. The system according to claim 11 wherein thesupplemental torque versus engine speed curve is generally parabolic andhas an enhanced peak torque between the lower speed point and the higherspeed point.
 14. The system according to claim 11 wherein the enhancedpeak torque exceeds the baseline torque at any engine speed.
 15. Thesystem according to claim 11 further comprising: a status detector fordetermining if a state of charge of an energy storage device indicatesthat the energy storage device requires recharging; and the motorcontroller arranged to deactivate the electric motor for a time periodif the stage of charge indicates that the energy storage device requiresrecharging.
 16. The system according to claim 11 further comprising: thedata processor arranged to determine if a state of charge of an energystorage device indicates that the energy storage device requiresrecharging; and the motor controller configured to place the electricmotor in a power generation mode for a time period, rather than theelectric propulsion mode.
 17. The system according to claim 11 furthercomprising: the data processor arranged to determine if the detectedengine torque is within a second torque range of engine torques; and themotor controller configured to activate an electric motor to rotatesubstantially synchronously with the engine speed within the secondtorque range in an electric propulsion mode in accordance with a secondsupplemental torque versus engine speed curve, the secondarysupplemental torque versus engine speed curve intercepting the baselinetorque versus engine speed curve at a second lower speed point and asecond higher speed point.
 18. The system according to claim 17 whereinthe motor controller and the data processor are arranged to permit atransition between the baseline torque versus engine speed curve and thesupplemental torque versus engine speed curve only at the second lowerspeed point and the second higher speed point.
 19. The system accordingto claim 11 wherein the torque sensor is configured to detect the enginetorque during deactivating of the electric motor.
 20. The systemaccording to claim 11 wherein the torque sensor is configured to detectthe engine torque while the electric motor is in an active state and,wherein the data processor is programmed to deduct a torque contributionof the electric motor from an aggregate torque based on the baselinetorque versus engine speed curve and the supplemental torque versusengine speed curve at an applicable operating point.